Improvement in vacuum-brakes for cars



ZSheets-Seet l. T. COOPER.

VACUUM BRAKES Fon CARS'. 10.184,50'7. Patented Nov.z1,1s7a.

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2 Shets-Sheet Z. T. COOPER.

VACUUM BRAKES FOR CARS. .310.184,507. Patented Nov. 21,1876..

FIGIZ.

WITNESSES.

UNITED STATES,

PATENT OEFIoE THEODORE COOPER, OF WARWICK, RHODE ISLAND.

vuwPuovi-:MENT |N VACUUM-BRAKES FoR cARs.

Specification forming part of Letters Patent No. 184,507, dated November 21, 1 876; application filed April 6, 1876.

To all lwhom it may concer/n:

Be it known that 1,'13HEoDoEE COOPER, of Warwick, in the county of Kent and State of Rhode Island, have invented certain new and useful Improvements in Vacuum-Brakes for Railway-Cars, 86e., and I do hereby declare that the following specication, taken in connection with the drawings furnished and forming a part of the same, is a true, clear, and complete description of my said invention.

I seek and practically attain, by reason of my improvements, a vvacuum-braking system which, while it embodies the advantages accruing from auxiliary vacuum-chambers combined for cooperating with the"collapsi-ble or working chambers on'eac'h car, requires but one main exhaust-pipe and but two sets of couplings, one set at the end of each car, instead of two exhaust-pipes and four sets of couplings, two at each end of the car, as heretofore proposed. Another object sought by me is the advantage accruing from the use of a complete vacuum apparatus on each car,

v embodying the collapsible and the auxiliary vacuum-chambers and local means for exhausting the air from a'll of the chambers. Still anothervobject is such an arrangement of the collapsible chambers with relation to the brake-levers that no reorganization ot the latter is requisite, which enables me to apply vmy vacuum apparatus to cars already provided with the present generally-adopted hand-brake mechanism Without disturbing the same or lessening its efficiency in any manner.

My invention consists, mainly, in the combination, with braking mechanism on each car, of one or more auxiliary vacuum-cham'- bers, a main exhaust-pipe, a collapsible vacuum-chamber connected therewith, and located midway between two cocks therein, one, of which controls said pipe at its junction with a pipe which connects it with an auxiliary chamber, also check-valves t'or each auxiliary chamber, and external means for opening one of said valves, whereby, for operating the brakes, the air is exhausted by'apparatus on the locomotive from all of said chambers through connections made at either endoi1 said exhaust-pipe, or exhausted from the collapsible chamber into the auxiliary chamber,

and also whereby, for releasing the brakes,

air may be admitted to the collapsible chambers, by way of said exhaust-pipe, without affecting the vacuum in either of the auxiliar chambers.y v

My invention also consists in the combination, in a railway-car, of a local air-exhaustin g apparatus, a collapsible vacuumchamber, an auxiliary vacuum-chamber, and a check-valve externally controllable, wherebyair' maybe exhausted from all of said chambers, and the brakes operated independently of the main exhausting apparatus on the locomotive, and also whereby the collapsible chamber and the brakes may be operated by exhausting air from said chamber into the auxiliary chamber. My invention further consists in the combination of a collapsible vacuum-chamber, having air-pipes connected therewith, and mounted diagonally beneath the car, and connected by rods with pendent brake-beams, as hereafterfully described, whereby a direct connection of the working-chamber and brakeleveris effected, and also whereby the vacuum apparatus may be applied to cars without any Y reorganization or rearrangement of the braking mechanism. I will state in this connection that I am well aware that pressure-chambers for containing steam and air kunder pressure have been heretofore arranged diagonally beneath a car, and connected with brake-levers of various kinds by means of chains or cords attached to movable pipes or rods, and also that similar chambers have been arranged longitudinally beneaththe car and connected v with brake-levers.

To more particularly describe my invention,

`I will refer to the accompanying drawings, in

which- Figure 1 represents, in side view, a carframe and trucks with my improvements attached. Fig. 2 represents the same in top view. Fig. 3 represents, in section, the juncn 2 184,507 Je l Fig. 4 represents the same in top view, with the lever by which the cock is actuated. Fig. 5 represents, in section, the same as in Fig. 3, with the cock set for operation 4with the local exhausting apparatus. Fig. 6 represents, in side view, the same cock and pipes as in Fig.

` 4. Fig. 7`repres'ents two auxiliary vacuum;

chambers with communicating pipes, partly in side view and partly in section. Fig. 8 represents, in section, a check-valve, which pre-` vents the induction of air to the auxiliary vacnum-chambers. Fig. 9V represents, partly in `side view and section, an exhaust-pump arranged to be operated by a hand wheel or crank. Fig. l0 represents, on a small scale, a plan of the several vacuum-chambers and their communicating pipes. Figs. 11 and 12 represent, respectively,'in side and top view,

a portion of a car-frame and a truck with my vacuum-brake mechanism combined with wellknown hand-brake mechanism. Fig. 13 illastrates a controlling check-valve for opening communication between the storing-chamber with the collapsible chamber. l

Iwill rst describe that portion of the apparatus which relates exclusively to my improved vacuum system. P denotes a pair of longitudinally-collapsible vacuumchambers, which interiorly communicate by way of a central metallic chamber, and v hich therefore operate as one chamber, with a working head at each end. The chambers, as shown, embody certain novel features, which constitute subjects for special claims, in another application for patent.

It is to be understood that although the collapsible chambers invented by me are deemed preferable to any others heretofore known, I do notlimit the several features of myinvention as herein described to any particular type of workingchamber, because any of the several kinds heretofore proposed which have the requisite operative capacity may be employed, as herein described, with approximately valuable results.

H and H" denote auxiliary chambers, preferably cylindrical in form, and arranged parallel with each other, the collapsible chamber` being located between them, preferably midway between the ends of the car. These two auxiliary chambers are connected by a pipe at one end, as shown in Fig. 7. They are also connected, as shown in Fig. 10, at their opposite'ends, by pipes H' and D" D"', which are formed into a union in connection with the pipe B', which communicates direct-lywith the collapsible vacuum-chamber P. With this same union the main exhaust-pipe B""is connected for communication with the automatic exhaust apparatus on the locomotive; and, still further, with this union there is connected a pipe, G, which communicates with a localexhaust apparatus on each car, which may be a hand-pump, as shown at I, and also at Fig. 9, or any other suitable local exhausting mechanism capable of operation independently of aid frmthe locomotive. 1 The four pipes* at the union are suitably `controlled by afour way cock, B, as clearly shown in Figs. 3 to 6, inclusive, for purposes hereafter to be de scribed. At D, between ythe auxiliary charnber H" and the i union-cock B, is a chamber `provided with a check-valve, (clearlyshown in Fig'. 8,) for preventing the entrance of air to thatchamber by way of pipe `D"'. The collapsible chamber Pallas a pipe, as at K, connected therewith, which extends in the opposite direction from that previously described, toward the opposite endot' the car, with which, at K', connection is made with other carsin thesalne train. Although certain lengths f exhaust-pipe are designated by letters K', 13"', and B', it will be understood that these three` lengths of pipe constitute, as a whole, the `main exhaust-pipe ot' each car. A cock, as at N, is located in the length K of the main exhaustpipe, and it is provided with a lever like that on cock B, before described, and these ltwo levers are connected by long rods F, so` that both may be opened or closed simultaneously. These cocks are actuated by a rod and a lever connected to a vertical shaft having a handy wheel at its upper end, as at A, located at the end of the platform. At the junctionof the auxiliary-chamber pipe H' with the main i exhaust-pipe there is, at (La spindle check-valve, which', while it admits of air being drawn from the chamber H, will prevent air from entering the same, except when it is specially opened forthat purpose by means of a lever,`

and rod accessible from theplatform at E, as will be hereafter described. ,y

The brake mechanism proper embraces the two well-known pendentfbrake-beams at :each truck, connected by means of a rod, fu', and an inclined lever, fv", this latter being pivoted to the front or outer brake-beam, and it is to the upper end of this lever that `the adjacent working-head of the collapsible chamberis connected by means `of the rod e.

This type ot' brake mechanism is in general favor 5 and, as before stated, one feature of my invention consists in diagonally arranging the collapsible chambers, so that a proper `draftline Tis secured between` the centers of their Working-heads and the upper ends of thel inclined levers c", which are, respectively, `located at diagonally-opposite corners off the car. So far `as my knowledge extendsfthis result has never been attained with a vacuumbrake prior to my presentinvention. Moreover, by reason Iot this feature of my invention, I can profitably "combinemy vacuum` braking mechanism `witlr` the hand brake mechanism ofthe class referred to, and yet have each whollyindependent ot' the other, so far as operation is concerned. This-I haveilvacuum braking mechanism is all shown complete, with the several` parts adjacentto one truck, as previously designateh` flhe hand-brake, as usual, has the long centralfrod at L, which is locatedabove the vacuum-cham ber l?, and between it andi the bottom `ofthe car. At each end offtliis rod (one end only of fwhich is shown in Fig. i2) there is a crosslever at L', withV its fulerum-pivot on rod L To one end ot' ythe cross-lever L is attached the rod L, which,l in turn, is connected with the usual inclined lever L, which is pivoted for a fulcrum to the front brake-beam, and connected at its lower end, by rod Lm', to the rear or inner brakelbeam of the truck. The opposite end of lever L is connected with the hand brake-wheel by the usual brake-rod and chain at M.

It will be seen that either braking mechanism may be separately relied upon ,5 that, although each is operatively independent of the other, they are capable of co-operating with each other'i'n an emergency; and, also, that my vacuum mechanism may be applied'without any reorganization and rearrangement of braking mechanism well known and largely in use. I

The movement of the brake-beams incident to their operation by the hand-brake will, of course, move the working-head of the collapsible chambers rearward; but even this may be avoided, if desirable, by employing a rod constructed in two parts, with a telescopic-joint connection between the parts, so that while Ithe rod, as a whole, could 'not be lengthened, it would, byreaso'n of the joint described, be

capable of a partial longitudinal movement of one part thereof without moving the head of'- the collapsible chamber.

Having thus explained how, by the rearward movement ofthe heads of the collapsi ble vacuunrchamber, the brakes may be setthrough the rods and levers, it now only remains for me to describe the modes of operation of the vacuum apparatus involved in my improvements.

1n its simplest form each car isprovided with the duplicate collapsible vacuum-cham bers, diagonally located, and pipes leading .therefrom in opposite directions to the ends ofthe car, and at each end thereof there is a coupling and iiexible connection for uniting with the corresponding'pipe of 'other cars. lhe several chambers communicate through these pipes with the exhausting apparatus on the locomotive, thereby placing the braking mechanism under the control ofthe engineer'.

It is desirable, on cars which have with the vacuum-brake no auxiliary or cooperative hand-brake mechanism, to have the vacuumbrakes controllable independently of the locomotive and the main exhausting apparatus thereon, and therefore I combine with each car a local exhausting apparatus, which may be a vacuum hand-pump, as shown in the drawings, either with or without means for automatic operation through connection with the wheelsor axles of a moving car. With the simplest form of my brake, as described, the hand-pump, located on a platform of the car, is placed in communication with the exhaust-pipe, which communicates with the collapsible vacuumfchamber, whereby the airv may at will be exhausted from lthe vacuumchamber and the brakes operated. After be.

. num-brake system when it embodies, with the collapsible chambers, the auxiliary or so-called storing vacuum-chambers, which are notcol'- lapsible.

In Fig. 10 the chambers, pipes, &c., are shown in their proper relative positions.

It'will be supposed that the cock B is set as shown in Fig. 3, so that the hand-pump pipe G is closed and the main pipe B opened through to the engine, and communicating rearward with the two storing-chambers H and H, and also the collapsible chambers P. When communication is thus vopened the engineer may operate the brakes by putting the main air-exhausting apparatus into operation.

As before described, at C there is a spindlevalve, which is opened by a vertical rod at E on the front platform, near the pump, and to this valve-rod a ropemay be so attached that 'the conductor or engineer may open simultaneously the several valves C on the train. Each valve G is so weighted that it is normally closed against the free induction of air to the vacuum storinglchamber H, but is susceptible of being opened by the operation of the exhausting apparatus, so as to admit of the withdrawal of air from said chamber and its counterpart H. This valve and its operating lever and rod are illustrated in Fig. 13. Now, assuming thetrain to have been stopped, the engineer then releases all the brakes by admitting air into the main pipe at the locomotive, and thereby promptly allowing the several collapsed chambers to expand.

' vIt will be seen that the check-valve at D and the controllable check-valve at C both prevent the air, when thusentered for releasing the brakes, from entering the storing-chambers H and H, respectively, thus maintaining in both of them the vacuum which had been attained therein at the stoppage of the train. Next let it be supposed that the train under way again is to be again stopped. The engineer may, before putting the main exhausting apparatus into operation, pull the cord which controls the several valves at C, and thereby open communication between the storing-chambers H H" and the collapsible chamber, the air passing from the latter into the former until equilibrium of vacuum is effected, the brakes being thereby more or less powerfully actuated. If the brakes be thereby insufficiently actuated, the engineer, with the main exhaust apparatus, perfects the vacnum and stops the train 5 or, if the emergency does not require it, the valve-cord may be unl l `1:841-are molested and the collapsible chambers oper, ated solelyby the mainexhausting apparatus.

While the train is inlmotion, thecouplings i should ln'eak and the cars commence to separate,the cord controlling the severalvalves C would so opensaidvalves that the several l d collapsible chambers `would be operated before the pipe-couplings were drawn asunder, and

the. train would bethereby checked to `a greater or lesser extent.

I will next explain how each car is controllable independentlyof the exhausting apparatus on the locomotive. l

` After making a run there isV always a partial vacuum in the storing-chambers, which will afford the pressure requisite for further `operating the brakes. The` cars `heilig nnconpled and ready for making up a new train, the cock B is so turned that it closes the adjacent opening at main pipe B, and places thecollapsible y chamber in communication Withthe local exhausting apparatus Or handpurnp at I.' The cock N, operated simultaneously with B by the same rods, closes the main pipe K beyondthecollapsible chamber. For stopping from Ordinary speed, thebrakeman may rely solely upon the valve at C, which, being opened, allows the auxiliary chambers to receive the air from the Workingchamber; or he may rst bring the shoes into ,good bearing by working the hand-pump, and

then finally set the brakesby means of the` uvalve at G through its lever E, placed conveniently near the hand-pump. For releasing brakes, the cocks B and `N are then opened, permitting air to enter the collapsible cham- `ber at both ends by way ot' the main pipes.

The check-valves C and D prevent the air atl such times from entering the auxiliary chambers, and therefore the vacuum therein is only aifected so far as relates to the reception "therein of such air as was contained in the `collapsible chamber and pipes at the time the check-valve C was opened.

Having thus described my invention, I

- claim as new and desire to secure by these Letters Patenty 1. lhe combination, with suitable braking mechanism, of one or more auxiliary vacuumchainbers, a mai n exhaust-pipe, a collapsible vacuum-chamber, connectedtherewith and located between txvococks thereimbne ofwhich controls said pipe at its junction with alpine b conneetingvvithorie or`,morefauxiliary"cham-` l bers, a check-valve `foi-"each i. auxiliary chamj- 1 ber, and external` means forl Openingonep said valves, substantially as described, where-1` by, for operating thebrakes; air` 1s either i drawn from all `Ot'."the"`vacuumchambersc through the exhaust-pipe" from either offitsl ends, or exhausted into the auxiliary from" the" collapsible chamber, and also whereby, forreleasing the brakes, air is admitted through the main pipe into the collapsible chamber without affecting the vacuum in the auxiliary,

chambers, as set torth.`

The combination, vvithl suitable braking ,i

mechanism On a railway-car, of a local air-exhaustmg apparatus, al collapsible "acuumchamber, and an auxiliary chamber, havingfa l check-valve externallycontrollable, substantially asdescribed, whereby the airnilaybe exhausted from `said chambers independently of aid from the locomotiveexhausting apparatus, and the brakes Operatedwby` the local k exhausting apparatu`s,w1th Orwithout aid frbm i the auxiliary chamber, as set forth.

3. A. collapsible vacuum-chamber, having air-pipes connected therewith, and mounted" diagonally beneath a car, in combination with y a pendent brake-beam, an inclinedlever, and a rod which connects `a working-head of the; vacuum-chamber with the inclinedlever, slub-f` stantially as described.

4. A collapsible vacuum-chamber, having two Working-headsdiagonally mounted bey neath a car, in combination with duplicate sets Ot' pendent brake-beams and inclined; l`e`- vers, connected directly, by rods, with working-heads of the vacuum-chamber, suby stantially as described.

THEODORE COOPER. Witnesses:

J. C. B. WOODS, THOMAS F. OOsGROvE. 

